2012 Mercedes-Benz CLS 63 AMG, an AW Flash Drive

January 15, 2011

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What is it?

AMG has focused its considerable engineering acumen on Mercedes’ sensuous four-door coupe. What’s it about? Power. Despite a unique hood and wider fenders, it is the 5.5-liter V8 underhood that is the most impressive difference between the stock Mercedes CLS and this hot- rodded version. With twin turbos and direct injection, it makes 550 hp and 590 lb-ft of torque with the optional performance package.

Now, a car this big isn’t exactly lightweight. Despite an increased use of aluminum throughout, its curb weight still sits at 4,114 pounds, not quite feathery. But when you put 550 hp into it, that’s performance-sedan territory. Without the added boost and ECU tuning of the performance package, the twin-turbo engine still makes a respectable 518 hp and 516 lb-ft of torque. Both engines are mated to AMG’s compact, lightweight, quick-shifting MCT seven-speed transmission.

How’s it drive?

Like a slingshotted rocket. Not a bottle rocket, but not a Saturn V, either. Somewhere in between. Maybe an ICBM from Stuttgart. We brought our test equipment with us and, both with and without the race-start program engaged, we went from 0 to 60 mph in just 3.9 seconds despite running at more than 4,000 feet elevation (the latter not as important with a turbo, yes, but still impressive). The quarter-mile came up in 12.1 seconds at 121.5 mph. Passing, too, was a blast, both literally and figuratively. Tromp on the throttle, and before you know it, you’re a half-mile ahead of that big truck that used to be in your way.

Handling is remarkable for something that weighs more than two tons. A dial on the console lets you chose a number of settings. Even in the default C mode (for “controlled efficiency”), it does an impressive job of keeping all that weight gathered together. The dial goes to sport, sport-plus and manual, for increased performance of engine management and transmission shifts. We ran with the optional 40 percent limited-slip rear end, too. Despite being on high-speed mountain roads, we still didn’t get a chance to fully wring this out. For that, you’d need a real racetrack. In anything but C mode, you’re going to have an awkward time, especially during parking-lot maneuvers or when doing three-point turns for the photographer, with jumpy throttle response and a binding rear end. Even at speed on the road in the sport or sport-plus mode, the steering is so immediate that it’ll take some getting used to. Throttle response is very quick, too.

Do I want it?

Of course you do. But you may also want the Audi RS6, the BMW M5, the Cadillac CTS-V or the Jaguar XFR (what great times we live in). AMG lists the V8-powered Porsche Panamera Turbo as the main competitor, and you probably want one of those, too. You can justify it by citing the car’s 23-mpg combined mileage figure, a number not yet certified by the EPA but touted by engineers. Like the new S63 sedan, the CLS 63 AMG might not even require a gas-guzzler tax.

Pricing will be released closer to the car’s May launch in the United States, but the current model stickers for about $100,000.